Railway-car classification system



Jan. 14, C w PRESCOTT 1,744,011

w BA'ILQAY CAR CLASSIFICATION SYSTEM Filed Sept. 2a, 1927 2 Sheets-Sheet 1 40 CHM NVENTOR g mcmfi,

, I A M H: ATTPRNEIY c. w. PREISCOTT 1,744,011

RAILWAY CAR CLASSIFICATION SYSTEM Jan. 14, 1939.

2 Sheets-Sheet 2 Filed Sept. 28, 1927 WTTORNEY Patented Jan. 14, 1930 UNITED STATES PATENT ()FFICE CHARLES W. PRESCOTT, OF MILL HILL, ENGLAND, ASSIGN OR TO GENERAL RAILWAY SIGNAL COMPANY, OF ROCHESTER, NEW YORK RAILWAY-CAR CLASSIFICATION SYSTEM Application filed September 28, 1327. Serial No. 222,617.

This invention relates to railway track construction, and more particularly to the arrangement of the track, frog and switch layout of a railway car classification systei'n.

In order to properly distribute or classify the cars of incoming freight trains into new trains which diverge in various directions from the point at which such classification is made, it is expedient to have one or more main approach tracks diverging into a large number of classification tracks. In such a track layout the cars are preferably accelerated one at a time, or in small groups, and with the various switches and frogs in the proper position are then caused to reach the proper classification track. In a car classification system of this kind it is found necessary, or at least desirable, to have suitable car retarders or track brakes for retarding those cars which are moving too fast. In accordance with the present invention it is proposed to construct the track, frog and switch layout in such a way as to facilitate the use of car retarders of any desired construction; to employ a construction which reduces the number of movable parts or points; to employ a construction which preferably is such as to facilitate the use of one track rail for two different railway tracks and consequently permit one retarder or track brake to serve two different tracks, and which is of such construction as to permit retarders of the track brake type of a large number of tracks to be operated to the desired braking position by a single operating mechanism; to employ a construction which permits the use of a simplified type of movable point frog and which results in an arrangement where at certain localized sections in the switching I-IJOHQOT the classification track a large number of the track rails are parallel and permit the ready installation of car retarders of any suitable construction. Generally speaking it r is proposed to simplify the switchingzone of the classification system by arranging the track rails compactly and symmetrically.

Other objects, purposes and characteristic features of the invention will appear as the description progresses and will in part be apparent from the accompanying drawings.

In describing the invention in detail referonce will be made to the accompanying drawings in which F g. 1, is a layout view of a classification system in which the approach track diverges into four classification tracks,

Fi 2 is a side elevation of the track layout shown in Fig. 1 with the ground shown in section so as to illustrate the contour of the ground on which the track construction rests; and,

Fig. 3 illustrates a classification track layout similar to Fig. 1 in which a single approach track diverges into eight classification tracks.

Refcrring to Fig. 1 in which a compar tively simple track layout has been illustrated as an exemplification of the present invention, the approach track 1 diverges into four different classification tracks 2, 3, 4; and 5. This approach track 1 is provided with means, such as the switch 10 and movable point frog 11, whereby it diverges into two tracks 12-13 and 13-14, the rail 13 being common to both of these tracks, by reason of which the three track rails mentioned are parallel if the rail 13 is one of the usual construction. In the arrangement shown the switch points of the track switch 10 are prefuably power operated by a suitable switch machine Sh'i which machine may be of any suitable construction, but is preferably one of the type shown in the patent to V]. K. Howe ri t-1,288,595 dated Dec. 24, 1918. This switch machine SM is preferably controlled from a suitable centralized location such as from the tower T by a suitable lever such as the controller L shown. This same switch machine S1. 1 is preferably used for operating the movable point frog'll through a suitable mechanical connection such as the links 16, 17, 18 and the angle levers 19 and 20. As shown in Fig. 1 the track switch 10 and the movable point frog 11 are set for a car to move upon the track 12-13.

In a similar way the track 12-13 diverges into two tracks 2122 and 2223, through the medium of the track switch 24 and movable point frog 25, the rail 22 being common to both of'the tracks mentioned. Similarly,

CJI

36 the track rails 22, Q3

the track 13-1at diverges into two tracks Bil-26 and 2627 through the medium of track switch 9% and movable point frog 29, both of which are power operated as by the switch machine SM, the movable point frog 2!) being operated through the links 30, 31 and 32 and the angle levers 33 and 3 1. The angle lever 33 is pivotally supported for m vement. around the pin 35, and the angle lever 3-1 is pivotally supported for movement about the pin 36; and in a similar way the track switch 21 and movable point frog 25 are operated by a switch machine SD1 the movable point frog 25 being operated through the operating rods or links 37, 38 and 35) and the angle levers SO and 81, the angle lever 80 being: pivotally supported for movement about the pin 82 and the angle lever 81 being pivotally supported about the pin 83.

It should particularly be noted that the track rails 22, 23 and 26 are each common to two ditl'erent tracks, so that the five track rails 21, 23, 26 and 27 constitute four different tracks. These five track rails in the particular construction illustrated are all parallel to each other for a certain distance and thereafter the track rails 22, 23 and 26 each diverge into two separate track rails without the employment of any movable parts, so that the four tracks mentioned finally diverge so far that cars can pass each other while on two adjacent tracks, such pea sage not being possible in the section where and 26 each serve two different tracks. In this connection it should be noted that the track rails 21-22 constitube the classification track 2, the track rails 22-23 constitute the classification track 3, the track rails 23-26 constitute the classification track 4 and the track rails 26-27 constitute the classification track 5.

At that section in the classification tracl: where the rails 9'2, 251 and 26 are each common to several tracks car retarders :t(l*i 1, 42-t3 and a single track car rctarder 14-. have been shown applied to the rails. All of these retarders are operated by the car retarder mechanism CRM conventionally shown, which car retarders and mechanism are preferably of the type shown in the prior application o't V. K. Howe Ser. No. 70,599, filed November 21, 1925, and these retarders are operated through the medium of angle levers 4-5. 46 and 47. In the particular construction shown in Fig. 1 of this application the car retarders 40-41 and -t2-43 are each a double retarder such as shown in Fig. 1 of the Howe application and the remaining single rail car retarder 44 is that part of the apparatus to the left of the center line between the track rails in Fig. 1 ot the Howe application #70599. Also, although the switch machines SM SM and SM may be. operated from the tower T by any suitable means they are preferably operated electrically and controlled electrically by the control levers L L and L, respectively. The

ur rctarder mechanism CHM i. controlled in a similar way as by a control lever C located in the tower.

Although car retarders have only been shown applied to he track rai.s 21, 23, Q6 and 27, it is desired to be understood hat similar retarders may be app ied to the rai s 12, 13 and 14, and that it desir d sin'iilar re- :rders may he applied to the di chi-gin portion as well as the spaced parallel portion of the railway tracks 3, land irlthoug h the cars may I e. accelerated from left to right. oi? ot the approach track 1 in an s itable manner, in the particular arrangement shown it contemplated that the cars be acc rated by the hump as indi -ated by the slope in the contour of the track shown in Fig. 2 of the drawings.

In Fig. there has been shown a sl 1, modified layoutirom that shown in Fig. 1 of the drawlugs. In the arrangement shown in Fig. 53 the main approach track 1 diverges into a three rail double track of which the ra 's 5t) and 51 constitute one tracl: and. the rails 51 and const tute the other track, these two tracks constituting: the main leads of the classification. systen'i which eventually diverge into spaced tracks as indicated at the extreme right hand end of the drawings. The cars to be c siiied are caused to take one or the other of these tracks 50 .31 and 51-52 depending upon the position of the track switch 53 and the position of the movable point frog 54, both oi? which are operated by the switch machine SM, which switch machine is controlled in a manner as alre described in F 1 ol the d 'awingg's. From the main lead 5051 diverges a ladder tracl: through the n'icdium 01 track switch 56 cont rolled y a I'--;\Yit" machine i no mo ali le point reg cons iction i'iormi. 5-; part oi the trash switch 56. i 137-.

This ladder tract: among: other things, has the c sification t. l; 58 diverging therefrom through the n dium of track switch 59 controlled by the switch machine S1 1". In a :5 nilar way, the ladder track (it) diverges from the maid lead 5l-52 through the medium of tr; G1 controlled by a switch machine HM this ladder track (it), among other tlflrtfh'f-l, having the classification track 62 diverging therefrom through the medium of traclr switch (33 operated by a switch machine SM in a similar way a. already mentioned in connection with Fig. 1 the classification track 65 branches oil of the main lea d 50-51 through the medium of track switch 66 operated by the switch machine SM, and the classification track (37 through the medium of track s "itch (3S diverges from the main lead 51-52, this switch 68 being operated by the switch machine SM.

In the two main leads 50-51 and 51-52 between the track switches 56 and 61 and the track switches 66 and 68 is shown a double car retarder 7 071 of the construction shown in the Howe application above mentioned, which retarder is controlled by the mechanism (ll-eh 1 contained in the casing conventionally illustrated, and a single track car retard-er 72 operated through the medium of links and the angle levers 73 and 74. The single track car retarder 7 2 is of a construction such as shown to the left of the center line of Fig. 1 of said Howe application with the operating mechanism in casing 76 of said application omitted. Although only one double and one single car retarder have been shown in Fig. 3 of the drawings it is obvious that the track layout is such that car retarders may be added at many diflerent locations if desired, and the employment of such additional car retarders is contemplated, but such retarders have for convenience been omitted from the drawings.

By comparing the track layout construction shown in Figs. 1 and 8 which illustrate, by way of example, how applicants invention simplified the track layout of a classifieation system, and how the employment of certain track rails enables each of such rails to constitute a common rail for two railway tracks, it readily appears that the track layout as a whole is much more compact in that certain track rails are used for two different railway tracks and that-by the application of retarders to such rails, which are common to different railway tracks, a large number of car retarders, whether single rail or double rail car retarders may be operated by the same car retarder mechanism; and fut-her how the movable point frogs are simplified in that the movable portion thereof constitutes a single rail only; whereby as a whole the car retarder system not only constitutes a more compact arrangement but actually re quires less apparatus and simplifies its supervision or control. For instance, referring to Fig. 1, since the two double track car retarders 4041 and 4243 and the single track retarder 44 are all operated off of the same car retarder mechanism CRM the Supervision of these car retarders is much, simplified, since only a single car retarder controller C is required to be operated at the tower. There are also many other advantageous features which are so obvious from the drawings that no further elaboration is deemed necessary.

Having thus shown two different track layouts embodying the present invention in one of which the approach track 1 diverges into 4 different tracks and in the other of which the approach track 1 diverges into two overlapping main leads each of which has a plurality of tracks diverging therefrom, it is desired to be understood that the specific arrangements shown in the drawings have been resorted to for the purpose of illustrating applicants invention rather than showing its scope or illustrating the exact construction preferably employed in practicing the invention, and that various additions, changes and modifications may be made to adapt the invention to the particular yard to which the invention is to be applied, both as to the shape of the yard as well as its contour, all without departing from the scope of the invention or the idea of means underlying the same.

What I desire to secure by Letters Patent 1s 1 1. A track layout for railway car classification systcms comprising, a two rail approach track and a three rail double track directly connected to said approach track, said three rail double track having one rail in common to both of said double tracks, and switch means whereby a car on the approach track can be caused to roll on either of the two tracks of the three rail double track depending on the condition of said switch means.-

2. A track layout for railway car classification systems comprising, a two rail approach track, a three rail double track in which one rail is common to both of said double tracks, and movable point switch means and movable point frog means for directly connecting said approach track to either of the two tracks of said three rail double track.

3. A track layout for railway car classification systems comprising, a two rail ap proach track, a three rail. double track in which one rail is common to both of said double tracks, immovable rails for connecting the rails of the approach track to the two outside rails of the three rail double track, and means for at times directly connecting one rail of the approach track and at other times directly connecting the other rail of the approach track to the middle rail of said three rail double track.

4. In combination, a series of parallelly arranged track rails all spaced the same dis tance apart so that any two adjacent rails may constitute a railway track, and car retarding means of the track brake type associated with each track rail, whereby some of said car retarding means are common to two of said railway tracks.

5. In combination, a series of parallelly arranged track rails all spaced the same distance apart so that any two adjacent rails may constitute a railway track, car retarding means of the track brake type associated with each track rail, and unitary mechanism for operating each of said car retarding means, whereby some of said car retarding means are common to two of said railway tracks.

6. A track layout for railway car classification systems comprising, a two rail appreach track and a three rail double track directly connected to said approach track, said three rail double track having one rail in common to both of said double tracks, and .switch means whereby a. car on the approach track can be caused to. roll oneither of the two tracks of the three rail double track (le pending on the condition ozfi said switch means, and means for accelerating cars so that they, by their own inertia, can traverse one or the other of said three rail double track.

7. A track layout for railway car classification systems comprising, a two rail appreach track, a three rail double track in which one rail is common to both of said double tracks, and movable point switch means and movable point frog means for directly connecting said approach track to either of the two tracks of said three rail double track, and a single operating means controllable firom a distance, for simultaneously operating said switch means and frog means.

In testimony whereof I aflix my signature. a CHARLES \V. PRESCOTT. 

